de Havilland Inc.

Temporary Revision
PSM NO. 1---83---1 AIRCRAFT DASH 8 SERIES 300

PUBLICATION OPERATING DATA TEMPORARY REVISION NO. 64

Insert facing Supplement 24, Page 1.

SUPPLEMENT 24
ICING PRECAUTIONS AND PROCEDURES AND PERFORMANCE ADJUSTMENT FOR
GROUND DEICING/ANTI---ICING FLUID
REASON FOR ISSUE:
1. Temporary Revision No. 64 supersedes Temporary Revision No. 63, dated Dec 05/06, .

2. The intent of this Temporary Revision is to provde hoar frost precaution and procedures for Taxi,
Take---off and landing on slush covered surfaces.

RECORDING INSTRUCTIONS:
1. Record the insertion of Temporary Revision No. 64 in the Log of Temporary Revisions in Chapter 3
of this Manual.

2. This Temporary Revision will be incorporated in a future revision to the Operating Data Manual.

ACTION:
1. Remove and destroy Temporary Revision No. 63, dated Dec 05/06.

2. Substitute the following for the existing Supplement 24 Insert Temporary Revision No. 64 facing
Supplement 24. page1.

SUPPLEMENT 24
ICING PRECAUTIONS AND PROCEDURES AND PERFORMANCE ADJUSTMENT FOR
GROUND DEICING/ANTI---ICING FLUID
TABLE OF CONTENTS
PARAGRAPH PAGE
24.24.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.2 OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.3 OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.3
24.24.4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.24.6
LIST OF EFFECTIVE PAGES
PAGE DATE

24.24.1 FEB 29/08

24.24.2 FEB 29/08
24.24.3 FEB 29/08
24.24.4 FEB 29/08
24.24.5 FEB 29/08
24.24.6 FEB 29/08
24.24.7 FEB 29/08
24.24.8 FEB 29/08
24.24.9 FEB 29/08
24.24.10 FEB 29/08

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SUPPLEMENT 24
ICING PRECAUTIONS AND PROCEDURES AND PERFORMANCE ADJUSTMENT FOR
GROUND DEICING/ANTI---ICING FLUID

24.24.1 GENERAL

This supplement contains recommended precautions and procedures and the performance adjustment for the
use of the ground deicing/anti---icing fluids when operating in icing conditions.

Deicing and anti---icing procedures in principle have not changed with the introduction of Type II, Type III and
Type IV fluids. The final objective is still the same, an aircraft ready for flight must NOT have ice, snow, and/or
frost adhering to its critical flying surfaces.

The MAKE IT CLEAN and KEEP IT CLEAN rule still applies.

24.24.2 OPERATING LIMITATIONS

The operating limitations in Section 2 of the Approved Flight Manual (AFM) are applicable.

24.24.3 OPERATING PROCEDURES

The Emergency, Normal and Abnormal Operating Procedures in Sections 3 and 4 of the Approved Flight
Manual (AFM) are applicable with the addition of the following:

24.24.3.1 PRE---TAXI PRECAUTIONS

1. Determine/verify existence of icing conditions.

2. Preflight the airplane to see that the airplane is free of snow, ice and frost. Ensure that all control surfaces
are clean; that all protective covers are removed; that engine inlets are clear of snow or ice; that pitot
heads, static ports, fuel tank vents, air conditioning inlets/exits and nose landing gear bay and landing
gear doors are clear of snow, ice, slush and frozen contaminant.

NOTE
For additional ground handling information on procedures for ensuring the
cleanliness of the engine intake, Bombardier has developed a “Winter
Operation Engine Intake Ground Inspection Practices” document. The
document is available through the Technical Help Desk in Toronto.

3. Frost less than 3 millimeters in depth is permitted on the underside of the wing fuel tank area. This poses
no concern as post engine start, the frost accumulation will dissipate due to heat transfer from the fuel
tank. A thin layer of hoar frost on the upper surface of the fuselage is not considered to be critical and can
remain on the fuselage for take---off provided all vents and ports are clear of the frost and it is possible to
distinguish surface features (markings and lines).

4. If any doubt remains as to the aerodynamic CLEANLINESS of your aircraft, request deicing/anti---icing or
proceed to a deicing/anti---icing facility. NEVER assume that snow will blow off, there could be a layer of
ice under it. DO NOT under---estimate the effect of even a thin layer of ice on wing surfaces. Data from
the available literature suggests that ice roughness as small as 0.010 --- 0.015 inches may negate takeoff
stall margins altogether on commuter type aircraft.

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5. Following the application of deicing or anti---icing fluids, it is strongly recommended that the pilot
conduct a slow control throw of the elevator and aileron/spoiler control circuits. Move the control column
and control wheel in both directions to the control stops. Should a restriction of the controls or an
unusual control force be noted, a take---off must not be conducted until the affected control is inspected
for ice contamination and if required, another application of deicing or anti---icing fluid is applied.

24.24.3.2 TAXI PRECAUTIONS

1. During icing conditions, open by---pass doors and select Ignition to MANUAL immediately after engine
start (for aircraft not incorporating Auto Relight System MS 8Q100813).

2. During taxi on slush covered surfaces, where possible, minimize taxi speeds to below 10 knots. Faster
taxi speeds increase the chance of slush/ contaminant entering the nose wheel bay.

3. Where possible, aviod taxiing through deep slush.

4. During taxi avoid using excessive power to minimize displacement of ground deicing/anti---icing fluids
applied.

5. During taxi avoid using reverse thrust on snow or slush covered runways, taxiways or ramps unless
absolutely necessary. Reversing on snow/slush covered ground can cause slush and water to become
airborne and be drawn into the engine intakes and onto the wing surfaces. Using reverse to aid in gate
push back in freezing conditions is not recommended.

6. Maintain greater than normal distances between airplanes while taxiing to aid in stopping, turning and
reduce the possibility of snow/slush being blown onto your airplane or engine inlets and re---freeze.

7. Avoid hot exhaust gases from the aircraft in front of you. Hot exhaust gases can melt snow on your
aircraft, which may re---freeze.

24.24.3.3 TAKE---OFF PRECAUTIONS

1. Verify from the cockpit as best you can that the airplane is free of ice, snow and/or frost before moving
into position for takeoff. If there is any doubt as to the CLEANLINESS of the airplane, an external
inspection and/or re---spray must be conducted.

2. Before brake release, check for stable engine operation. After setting take---off power check to see that
cockpit indications are normal.

3. For take---off on slush covered surfaces, accelerate though 40 knots IAS as rapidly as possible.

Note
Following a take---off or taxi from slush covered surfaces, consider cycling the
landing gear full up and full down a minimum of two times to assist in removing
contaminant from the nose gear and the nose gear door operating
mechanism.
An announcement should be made to the passengers prior to take---off
advising that the landing gear will be cycled post take---off.

4. If propeller anti---ice is selected, stall warning bias will be invoked (for aircraft with MS8Q101170 or
MS8Y101067 not incorporated). Note airspeed and performance adjustments given in the AFM.

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5. Do not use autopilot VS mode in climb out.

6. Do not use propeller anti---ice in a deicing mode (i.e. don’t wait until ice has accumulated before
selecting propeller anti---ice).

7. Choose a propeller anti---ice timing cycle appropriate to OAT. If required, propeller deicing may be
enhanced by periodically selecting propeller condition levers to maximum.

8. Disengage autopilot ALT, VS or IAS mode if there is significant performance loss in icing conditions.

9. Adhere strictly to the icing procedures in the AFM.

10. Use 0˚ flap only for holding in icing conditions.

11. Cycle de---icer boots before commencing hold, approach or landing, following flight in icing conditions
(even if ice appears to be insignificant).

12. Do not assume that, because there is no longer significant ice on parts of the aircraft you can see, the
same is true of parts you cannot see.

13. Use deicing boots in automatic (fast/slow) mode. The manual mode is intended primarily as backup.

14. Remember that an accumulation of ice on the wing may change stall characteristics, stall speeds, or stall
margins. The propeller de---ice switch must be selected to ensure adequate stall warning margins.

15. Be aware that even light icing can be hazardous.

16. Anticipate the need for engine/nacelle propeller anti---ice and wing/tail deicing at all times, especially
during low speed hold or approach in instrument meteorological conditions (IMC) or through
precipitation.

17. Unless required for ice removal, avoid using wing, tail and engine intake lip de---icer boots at
temperatures below ---40˚ C.

24.24.3.4 LANDING PRECAUTIONS

1. If landing flap selection is accompanied by stick force lightening, or stick force irregularities, immediately
retract flap to a lesser setting. Cycle wing/tail de---icer boots several times and if possible, land using a
smaller landing flap setting. (This condition, which is the Precursor to tail stall, will not occur on most
Regional Aircraft if AFM icing procedures are followed).

2. The airplane should be flown to a firm touchdown at the aiming point.

3. Immediately after main wheel touchdown, lower the nose wheel to the runway to enhance directional
control.

4. On landing on slush covered surfaces, decelerate through 40 knots IAS to taxi speed (10 knots), as
rapidly as possible.

5. Let the anti---skid system do its work. Do not pump brake pedals. The anti---skid system will monitor the
onset of tire skidding and modulate brake pressures to achieve maximum braking.

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6. Avoid use of reverse thrust on icy or slippery runways.

7. If reverse thrust is used in a crosswind, be prepared for a possible down---wind drift on slippery runways.
To correct back to runway centerline, advance power levers to flight idle and reduce braking. After
regaining directional control, increase braking and select discing. Do not select reverse thrust unless
required.

8. Do not attempt to turn off the runway until speed has been reduced to a manageable level.

One final word of advice on icing in general --- “if you don’t HAVE to be in it, you SHOULDN’T be in it. Play it
SAFE --- play it CLEAN!”

24.24.4 PERFORMANCE
The Performance data in Section 5 of the Approved Flight Manual (AFM) are applicable with the addition of the
following:

24.24.4.1
The following fluids which meet the SAE Aerodynamic Acceptance Test for High Speed Ramp:
SAE Type I
SAE Type II
SAE Type IV

may be used full strength (or diluted per the fluid manufacturer’s instructions) over the fluid manufacturer’s
recommended temperature range, under the following conditions:

1. All approved take---off flap settings.

2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.

3. Expect increased pull forces for rotation.

4. Take---off distances and take---off speeds are determined from data in Section 5 of the AFM. Once
distances and speeds are determined, the following corrections must be applied:

a) Increase the take---off speeds (V1, VR, and V2) by adding the ΔV for the appropriate flap setting from
the following tables. The increased V2 is to be maintained to a gross height of 400 feet AGL. Post 400
feet AGL the determined AFM value of V2 must be used.
b) Increase the take---off run, take---off distance and accelerate---stop distance by the take---off
distances correction factor for the appropriate flap setting from the following tables.
c) Increase the accelerate---stop brake energy by the accelerate---stop brake energy factor for the
appropriate flap setting from the following tables.

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For cg forward of 23% MAC and

OAT less than -- 5˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

15 1.48 1.20

For cg equal to or aft of 23% MAC and forward of 30% MAC,

and OAT less than -- 5˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

10 1.30 1.12

For cg equal to or aft of 30% MAC OR OAT equal to or greater than -- 5˚ C

at any OAT at any cg

Take---Off Weight ΔV (kt) Take---Off Accelerate---Stop

Distances Brake Energy
Flap 0˚ and 5˚ Flap 10˚ and 15˚ Correction Factor Factor

Less than 34000 lb Less than 35000 lb 7 1.22 1.09

(15422 kg) (15876 kg)

Greater than or Greater than or 5 1.16 1.07

equal to 34000 lb equal to 35000 lb
(15422 kg) (15876 kg)

NOTE
When the ice protection system is selected “ON”, the greater of the above
anti---icing fluid take---off speeds, take---off distances and accelerate---stop
brake energy corrections or the ice protection corrections found in
Table 5---13---1, or Table 5---13---4, Section 5 of the AFM must be used.

24.24.4.2

The following fluids which meet the SAE Aerodynamic Test for Low Speed Ramp:

SAE Type III

may be used full strength (or diluted per the manufacturer’s instructions) over the fluid manufacturer’s
recommended temperature range, under the following conditions:

1. All approved take---off flap settings.

2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.

3. Expect increased pull forces for rotation.

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4. Take---off distances and take---off speeds are determined from data in Section 5 of the AFM. Once
distances and speeds are determined, the following corrections must be applied:

a) Increase the take---off speeds (V1, VR and V2) by adding the ΔV from the following tables. The
increased V2 is to be maintained to a gross height of 400 feet AGL. Post 400 feet AGL, the determined
AFM value of V2 must be used.
b) Increase the take---off run, take---off distance and accelerate---stop distance by the take---off
distances correction factor from the following tables.
c) Increase the accelerate---stop brake energy by the accelerate---stop brake energy factor from the
following tables.
5. If the ambient temperature is less than that recommended by the fluid manufacturer for the fluid and the
fluid has been shown to pass the SAE Aerodynamic Acceptance Test using the “High Speed Ramp”,
apply the performance corrections of Section 24.24.4.1.

SAE Type III Fluid Applied Unheated

For cg forward of 25% MAC and

OAT less than -- 11˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

15 1.48 1.20

For cg equal to or aft of 25% MAC and forward of 30% MAC,

and OAT less than -- 11˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

7 1.22 1.09

For cg equal to or aft of 30% OR OAT equal to or greater than

MAC at any OAT -- 11˚ C at any cg

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

0 1.00 1.00

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SAE Type III Fluid Applied Neat and Heated (60˚ C)

For cg forward of 25% MAC and

OAT less than -- 11˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

10 1.30 1.12

For cg equal to or aft of 25% MAC and forward of 30% MAC,

and OAT less than -- 11˚ C

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

5 1.16 1.07

For cg equal to or aft of 30% OR OAT equal to or greater than

MAC at any OAT -- 11˚ C at any cg

ΔV (kt) Take---off Distances Correction Accelerate---Stop Brake Energy

Factor Factor

0 1.00 1.00

NOTE
When the ice protection system is selected “ON”, the greater of the above
anti---icing fluid take---off speeds, take---off distances and accelerate---stop
brake energy corrections or the ice protection corrections found in
Table 5---13---1, or Table 5---13---4, Section 5 of the AFM must be used.

24.24.4.3
SAE Type I fluids containing ethylene glycol at full strength or diluted, and di-- ethylene glycol or propylene
glycol when diluted 50:50 or more with water may be used over the fluid manufacturer’s recommended
temperature ranges for these mixtures, under the following conditions:

1. All approved take---off flap settings.

2. Rotation should be smooth and at a normal rate. “Avoid Rapid Rotation”.

3. Expect increased pull forces for rotation.

In all cases the cruise, descent, approach and landing phases of flight are not affected by the use of the
deicing/anti---icing fluids.

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